Brake-shoe.



No. 886,694. PATENTED MAY 5, 1908. I I. A. GIBBS.

BRAKE SHOE.

APPLIOATION FILED SEPT. 17,1907.

UNITED STATES PATENT OFFICE.

ISAAC A. GIBBS, OF ROANOKE, VIRGINIA, ASSIGNGR OF ONE-HALF TO JOHN ROSE,4

. OF ROANOKE, VIRGINIA.

BRAKE-SHOE.

Specification of Letters Patent.

Patented May 5, 1908.

Application filed. September 17, 1907. Serial No. 898,273.

mprovements in Brake-Shoes; and I do I the hereby declare the following.to be a full, clear, and exactdescription of the invention, such as.will enable others skilled in the art to which it appertains to make anduse the same.

My invention relates to certain new and useful improvements inrailroadbrake-shoes and the means for attaching the same to the brake beam. Minvention has for its ob'ect to utilize rake-shoe as a conduit fordelivering sand from the sand box to the track directly inIfront of thetruck wheels in order to secure the greatest efficiency of a minimumquantity of sand.

My invention has also for its object to so construct the shoe andthrust-block that the former may be readily removed for repair orsubstitution.

It is well understood by those familiar with railroad trafiic that m-theuse of the ordinary sanding mechanism where the sand is deliveredthrougha sand tube in advance of the brake-shoe that a large percent e of thesand is frequently disslpated or b own from the track by wind or aircurrents.

Myinvention is designed to overcome this diflicult and to deliver thesand directly at the loca ity where it will be most eflicient so thatwith a minimum quantity of sand the desired results may be obtained.

. My invention consists in the details of coristruction and arrangementhereinafter more fully set forth.

In order that those skilled in the art to which my invention apertainsmay fully understand the same will proceed to describe detailsof construction referring by numerals to the accompanying drawing inwhich Figure 1 is a detail side elevation of the forward wheel of atruck upon a rail and with myim roved brake-shoe and connection leadingto t e sand box, the latter not shown. 2 is a perspective view showingbrake 'surfaces of the shoe and the sand channel therein. Fig. 3 is acentral vertical section taken on the line ab of Fig. 4, and Fig. 4 is ahorizontal section taken on the line c-rl of brake shoe will-not be impbrake-shoe and a wheel.

Similar reference numerals indicate like parts in the several fi ures ofthe drawing.

1, is my improve brake-shoe secured to the brake-beam 3, by means of athrust block 2., and screw bolt 4. The brake-shoe 1 is formed with arecessed brake surface 5, to

contact with the flan e 6, of the wheel and with a flat brake sur ace 7,to contact with .the wheel at a locality outside of the line of contactof the wheel with the rail, so that anv frictional wear u on the wheelby the brakeshoe will be eac side of line of contact between the railand the wheel.

Intermediate of the recess 5, and the flat surface 7, the brake-shoe isformed with an open sand conduit 8, through which the sand may gravitatein a curvilinear line and be delivered upon the track directly in frontof andclose to the Wheel so that a minimum quantity of sand will insurethe desired frictional contact between the tread of the wheel and therail.

The sand conduit 8, is connected in any suitable manner with the sandbox (not shown), by a flexible connection 9.

The sand conduit being'in the face of the brake-shoe and intermediateits brake surfaces, it will be obvious that the inte rity and durabilityas well as the strength 0 the aired and it will also be obvious that thefrictional contact of Fig. 3 and showing the relation between the theshoe with the wheel each side of the sand conduit will produce asui'licient degree of heat to eva orate any moisture in the sand conduitan tend to a free delivery of the sand to the track, but if on thecontrary for any reason the sand conduit should become clogged, the factthat one side thereof when not 1n contact with the wheel, is open itwill be obvious that it may be readily relieved of any obstruction andparticularly so in view of the novel means of connection between thebrake-shoe and the brake-beam which I will now describe.

The rear face of the brake-shoe is formed with two curved recesses 10,each side of a solid web 11. The u er terminus of these recesses is ofdove-taiFfhrm as shown by the dotted line 12 (see Fig. 4), andhorizontal at the lower terminus as shown by the dotted line 13. Thethrust block 2, is formed with curved projections 14, corresponding withthe recesses 1 1, in the brake-shoe and adapted to enter the same asclearly shown in Figs. 3 and 4, and when these projections are enteredin the recesses 11, of the brake-shoe the thrust block and brake-shoeare secured in fixed relation by a suitable bolt 15, thus establishing afirm and solid relation between the two.

, From the construction shown and described it will be seen, that whenit becomes necessary to remove the shoe for any )urpose it is onlynecessary to remove the olt l5, amlvibrate the thrust block 2, upon thebolt 4, and move the shoe in an upward direction, and that the shoemaybe restored to its normal position or a new one substituted byreverse manipulation and that the thrust block and shoe becomepractically integral.

1 am aware that it has been suggested to conduct the sand from a sandbox through a closed conduit in the brake-shoe in rear of a duplexcrescent shaped conduit in the brake face of the shoe to which latterconduit sand is admitted to intensify the frictional contact withthetread surface of the wheel, and that the shoe is also to be providedwith another closed conduit for the passage of a lubricant to bedelivered against the flange of a wheel, but it will be readilyunderstood by those familiar with railroad requirements that the closedsand conduit through the shoe would be subject to the same liability ofchoking as in the case of the ordinary sand tube and present the samedifliculties as to removing the impediments, and it will also be seenthat the delivery of sand to the double crescent recess or pocket in theface of the brake-shoe will cause wear of the tread of the wheel at thesame locality as that which takes place by reason of the contact of thewheel with the track rail which result should be especially avoided.

Having described the construction and advantages of my improvement whatI claim as new and desire to secure by Letters Patent is 1. A railwaybrake-shoe, comprising in' its construction an open sand conduit in itsface adapted for connection with a sand supply at the upper end and todeliver sand to the track immediately adjacent to the wheel,substantially as hereinbefore set forth.

2. A wheel brake-shoe having an open sided-passage extending through theface of the shoe from the upper to the lower end thereof for conveyingsand to the track and means for directing sand into said passage,substantially as hereinbefore set forth. I

3. A wheel-brake shoe having an open sided sand passage in the face ofthe same extending from the upper to the lower end, and with wheel brakesurfaces each side of said open sided sand passage, substantially ashereinbefore set forth.

4. A wheel brake-shoe having in its rear face a recess terminating atthe upper extremity in a downwardly and rearwardly inclined shoulder,and the lower terminus horizontal, in combination with a thrust-blockhaving its extremities conforming with the extremities of the recess inthe brake-shoe and adapted to enter said recess, andmeans for detachablyconnecting the brake-shoe and the thrust-block, substantially as and forthe purpose set forth.

5. A wheel brake-shoe having in its rear face parallel recessesterminating at the upper end indownwardly and rearwardly inclinedshoulders, and at the lower end in horizontal surfaces, and with a ribbetween the parallel recesses, in combination with a thrust-block havingits ends corresponding with the terminals of the recesses in thebrake-shoe and with a central rib and parallel ribs correspondingrespectively with the recesses and ribs in the brake-shoe and means fordetachably connecting the brake-shoe and thrust-block, substantially asset forth.

In testimony whereof, I have signed my name to this specification in thepresence of two subscribing witnesses.

ISAAC A. GIBBS. Witnesses:

H. C. PENN, W. E. AIRHEART.

